Car truck



S. B. BRILHART.

CAR TRUCK.

APPLlcAnoN man Auxm. 1920.

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CAR TRUCK. APPLICATION men Aucms. 1920.

Patented Feb. 2s, 1922 a sums-SHEET 2.

S. B. BHILHART.

GAR TRUCK.

APPLICATION FILED AUG. Ie, 1920.

lPatented. Feb. 28, 1922.

3 SHEETS-SHEET 3.

56 56- INI/mmf? w/IvEssEs f hm UNrrED 'sr/iras SAZMUEL B. BRILHART, OFNEW YORK, N'. Y.

CAR TRUCK.

Application filed August 18, 1920.

To all who/m t may concern.'

Be it known that I, SAMUEL B. Bniniian'r, a citizen of the UnitedStatesj and aresidentof the city of New York, borough of Manhattan7 inthe county and State of New York, have invented a new and Improved larTruck, of which the following is a full, clear, and exa-ct description.n

This invention relates to railwayk rolling stock and especially to cartrucks oi' the general type or character described and claimed in myco-pending application Serial No. 369,196, filed March 27 1920.

Among the objects of the present invention isto improve or develop thistype of car trucks having reference to ease and reliability of relativemovement'between the sectional car bodies and the, supporting vtrucktrames; the means for pivotally connecting the car bodies together forrelative lateral movement; the means for preventing unde-V sired,lateral movement relatively between the car body connecting means andthe center truck beneath the same, and the specific construction of thetruck frame adjacent to the bearing;V boxes. A' f With the foregoingand'other objects in view the invention consists in they arrangement andcombination of parts hereinafter1 described and claimed, and while theinvention is not restricted to the exact details of constructiondisclosed or suggested herein, still for the purpose of illustrating apractical embodiment thereof reference is `had to the accompanyingdrawings,` in which like reference characters designate the same partsin the several views, and in which Figure 1 is a plan `view showingthree interconnected truck sections and showing iny dotted linestheapproximate location of' the two car sections supported thereon andjoint ed together.

Fig. 2 i a verticalsectional detail on the line 2-2of Fig. 1. K j

Fig. 3 is a vertical transverse section of the same on the line 3..-3.

Fig. 4 is a vertical section on the line L1-1 of Fig. 1.

` Fig. 5 is a verticaltransverse sectional detail of the same on theline 5 5.

. Fig. 6 is a vertical transverse section approximately on the line 6-6of Fig. 1.

Specicaton of Letters Patent.

Patentedlieb. 28, 1922.

Serial No. 404,393.

Fig. 7 is a side elevation oi' a portion ol a. truck section as will beseen looking in the direction oi the arrow 7 of F ig. 6.

Fig. 8 is a sectional detail on the line 8MS of Fig. 7.

Fig. 9 is an enlarged vertical section corresponding approximately tothe left end of Fig. 6, and indicating a slight variation in springsupports. Y

Fig. 10 is a plan view of the bottom portion of the carsection withtheiioor removed showing the c ar rollers and truck pivot connections,the same being adapted for a two motor equipment.

Figs. 11v and 12 show variations in forni and arrangement Voi carrollers in side elesection car.

Referring now more specifically to the drawings Ishow in Fig. 1 thelocation of two car sections A and B ointed together so that i eithermay swing laterally withl respect to the other as a result of eitherlateral curves orv vertical depressions in the track. The means forpivotally connecting the car *sec` tions includes primarily a 'pivot pin20 litted in a pair of lugs 21 (Fig. 14) extending horizontally from oneofthe car sections and having vertically aligned holes, anda lug 22projecting from the other car sectiony loosely intothe space between thelugs 21. The lug 22 is provided with a large vertical opening 23 inwhich is mounted a bearing lblock 211 adapted to tilt laterally larounda siderable more than the vertical tilting, and this lateral swaying isamply provided for by the pivotal connection at 25 between the block 24and its lug 22.

At the center of Figure Il I indicate a center truck frame 27 having atits center a longitudinal slot 28 in and along which the pivot pin 2O isadapted to move as more fully set forth in said previous application,but as indicated in Figs. 13 and 14 said center truck frame 27 isprovided with alink 29 pivotally attached atl 30.to one side of theframe and having at its other or free end a vertical eye 31. This linkas Shown in Fig. 14 lies between the lug 22 and the lower lug 21, andthe pivot pin 20 passes through said eye.A ln this manner the pivot pinand parts connected thereby are held from lateral movement with respectto the frame 27 but yet are permitted to move forward or rearward tocompensate for such relative movement between the car connections andthe truck frame beneath, as may be incident to the lateral turning ofthe jointed car around lateral curves in the track.

rlhe term truck as used herein will be understood as being applicable tothe entire truck structure for supporting the pivot-ally connected carsections, either the twosections as in Fig. 1 or the three sections A7 Band C as shown in Fig. 15. For each of the sections A and B remote fromthe pivotal connection thereof with the next adjacent section is an endtruck section comprising a frame 32 in which are journaled preferablytwo axles 33 with the usual track wheels.

The truck frame 32 includes a center bearing socket member 34 with whichcooperates a downwardly proiecting lug 35 carried by the bottom of thecar section body or what may be termed the car frame. Located at anydesired pointslaterally of the center bearing are co-operating bearingsor anti-friction rollers. the truck rollers being indicated at 36 andthe car rollers being indicated at 37. ln Figs. 6 and 9 the truckrollers 36 are shown mounted upon horizontal axes 38 transverse to thedirection of movement of the car, and the car rollers 37 are journaledon axes 39 at an oblique angle to the axes 33. lVhile the axes Y39 ma)7be horizontal it may be preferred in` some instances to arrange them atan inclination as indicated in Fig.` 11. and whether the axes 38 and 39are perpendicular to each other is` dependent upon the type of truck andthe specifications in an` special equipment. InFig. 1 I indicate the carrollers '37 arranged at oblique angles at one end of the structure andat right angles to the truck rollers 36 at the other end of thestructure. A practical arrangementfor one of thetrucks is for a singlemotor and the other is` adapted for a two motor equipment.

Moreover as shownin Figs. 10, l1 and l2, the bottom active surface ofthe'car rollers 37 is arranged at an inclination whereby when the carsections thereby supported are shifted laterally there is a tendency forthem to return to normal position automatically by gravitation.

The truck rollers 36 are journaled in nonrotary boxes 40 resilientlysupported for vertical movement in relation to the truck frames 32. Asindicated in Fig. 9 the cushions for` the boxes 40 may consist of spiralor coil springs 41 interposed between the boxes 40 and the bottoms offrame casings 42, but in the better railway practice elliptical springs741 are usually preferred to the coil springs because the ellipticalsprings tend to better resist lateral vibration or swaying of the truckframes, the elliptical springs being arranged transverse to the planesof the wheels. As shownin Fig. 6 the truck rollers 36 and their shafts38 may be journaled in arms 43 pivoted at 44 adjacent to the centerbearing socket 34 whereby the lateral tilting ofthe car sections may beprovided for and the cushioning springs 41 or 41 may be made functionalwithout disturbing the integrity ofthe truck sections. Since eachpair ofcar and truck rollers are adapted for independent rolling movemenaeither over the other, no friction can result from either the.lateraltilting or lateral turning of the car sections with respect tothe `truck sections. VThese rollers are preferably roughened on theirsurfaces to compel a rolling instead ofa sliding action between them. j1

As in my previous application.y the several truck sections have leverand link connections so as to` compel proper alignment of the severalsections irrespective of lateral curves inthe track.4 A brief reference,therefore. in this application to these features should sutiice.`Pivoted to the bot tom of each car section A or B at 45 is a lever 46.From the inner end of each lever 46 extends a link 47 whose remote endis connected at 48 to the side of the end truck frame. j p lever 46 ispivoted a link 49.which extends parallel to the track and'is connectedat 50 to the side of the. center truck frame 27. In the two car sectionequipment the points of connection 50 forthe two links; 49 are onopposide sides of the same centertruck frame. Where more than two carsections are used Vthe links 49 are jointed, the longer `joints .thereofextending parallel to the To the outer end of each i center car section(l and are pivoted at both` i ends at ,50' to the sides of the frames ofthe center trucks 27 indicated in diagram as each comprising a singleaxle. The center truck frames will therefore always be maintained inparallelism.

Referring to Figs. 1, 2 and 4 the pairs of car and truck rollers for thecenter truck frame are shown arranged differently in the 't'ront andrear portions of the same. In Fig. 2 the cark rollers 37a are mountedinarms 5l hung on horizontal Apivots 52 on the bottom of the car sectionA, while the opposite ends of these arms are resiliently connected tothe bottom of the car section by means of coil sprin s 53. Lateralmovement ot the arms witi respect'to the car bodypis prevented byvertical brackets 54. The truck rollers 36a co-operating with therollers 37 arranged transverse to the direction of movement of the carVmay be supported upon the center frame 27 by any suitable means. Therollers 37b for the adjacent end of the car section B may be jourualedin iixed or any other suitable bearings and co-operate with truckrollers 36h shown as journaled in arms 55 pivoted atone end onhorizontal pivots 56 to the center frame 27 and resiliently supported attheir other ends by springs 57 suppoited upon the frame. Lateralmovement ot' the arms 55 is prevented by brackets 58.

The end truck section frame 32 is peculiarly constructed with respect tothe tie bar 59 and means for securing the same in its position spanningthe open end of the U-shaped yoke 60 in which the bearing boX 61 islocated. The frame 32 is provided with vertical tapered holes 62 inwhich are fitted correspondingly tapered bolts 63 which pass through theends of the tie bar 59. To prevent the shearing of the bolts as a resultof fore and att vibration or strain that would tend to cause relativemovement between the frame and the tie bar longitudinally of the latter,these two parts are provided with registering grooves 64 and 65respectively in which is fitted a transverse key 6G. This key is heldfrom displacement by upturned ends. With the attachment of the nuts 63to the bolts, as indicated in Fig. 8, the connection is rigid andsecure, and consequently any tendency ot the weight of the structure tospring or spread the yoke 60 will be effectually resisted.

I claim:

l. In a car truck, a truck frame, antifriction rollers journaled on saidframe, a car body positioned above said truck trame, anti-frictionrollers carried by theV car body and having rolling contact with theantifriction rollers journaled on said frame. each oi the rollerscarried by the car body being journaled in an arm arranged diagonally tothe car body, means to pivot one end of the arm to the car body, andresilient means between the other end of the arm and the bottom of thecar body.

2. In a car truck, a truck frame, antifriction rollers journaled on saidframe, a car body arranged abovel said frame, an

arm pivotally mounted on said car body and extending diagonally yinrespect to the carbody, anti-friction rollers carried by each of saidarms, the axis 'of the rollers carried by the arms coinciding with theaxis of the arms, and resilient means arranged between the bottom ot'the car body and the free endsot said arms.

3. In a truck, a truck frame adapted to support a car body,anti-friction rollers journaled on said frame, an arm pivotally mountedon said car body adjacent each oit said anti-friction rollers, said armsextending diagonally to the car body, aroller earried by each of saidarms having rolling contact with said anti-friction rollers, a

plurality of spaced guiding brackets secured f to the car body andextending downwardly therefrom on opposite sides of said arms to preventrelative lateral movement between the arms and the car body.

4. In a car truck, a truck frame adapted to support a car body, meansfor mounting rollers on the under surface of saidv car body Y so thattheir axes will be diagonal in respect to the car body, an anti-frictionroller liour-` body above the frame, anti-friction rollers carried bysaid car body and having rolling contact with the rollers on said frame,the car rollers and the truck rollers being arranged at an angle to eachother, an arm pivotally mounted on said truck frame for each of thetruck rollers, said arms'extending transversely of the truck frame, andmeans forjournalling the truck rollers VVon said arm so that the axes ofthe truck rollers coincides substantially with the axes of said arms.

6. In a car truck, a truck iframe, anti-friction rollers journaled onsaid frame, a car body above the lframe, anti-friction rollers carriedby the car body and having rolling contact with the frame rollers, thecar rollers and truck rollers being arranged at an,

angle to each other, an arm pivotally mounted on the frame forsupporting each of said truck rollers, resilient means for supportingthe outer ends of eachof said arms, and guiding brackets for each ofsaid arms fixed to the truck frame to prevent relative lateral movementbetween the truck frame and the 7 In a railway truck the combinationwith a truck frame having a gap and a tie bar spanning said gap, ofmeans securing the bar to the truck frame including a key fittingtransversely of the bar into `registering slots of the bar and frame,and means acting between the bar and frame to hold the parts inposition.

8. In a railway truck, the combination with a truck trame having a gapand a tie bar spanning said gap, of means securing the bar tothe truckframe including a key itted transversely of the bar into registeringslots or" the bar and frame, means acting between the bar and trame tohold the parts in position, said last mentioned means including atapering` bolt, the shearing v,ot which is prevented by said key. i

9, In a railway truck, the combination with a truck framehaving a gapand a tic bar spanning said gap, of means securing the bar to the truckframe including a key litting transversely of the bar into register ingslots of the bar and trame, means acting between the bar and frame tohold the parts in position, said means including a tapering boltprovided with uptnrned ends to prevent the movement thereof laterallyWith respect to the frame, the shearing of said bolt being prevented bysaid key.

l0. In a coupling for the sections of a jointed car, the combination ofa pair of vertically spaced lugs connected to one section, a single lugconnected to the other section projecting betweenthe spaced lugs, acoupling pin extending downward through all of the lugs, and means toprevent lateral shifting7 said means including a link lying bet-Weensaid single lug and one of the lugs of the pair through which the pinpro- SAMUEL B.` BRILHART.

